Regulator for brake rigging



June 26, 1934. w. H. SAUVAGE 1,964,333

REGULATOR FOR BRAKE RIGGING Filed Feb. 14, 1928 .1 =1 arm/11111111111 0 INVENTOR.

5 -36 57 29 2 J 36 BY 2 TTORNEY Patented June 26, 1934 UNITED STATES PATENT OFFICE 1,964,333 REGULATOR FoR BRAKE RIGGING tion of Delaware Application February 14, 1928, Serial No. 254,255 14 Claims. (Cl. 188-198) This invention relates to improvements in regulators for the brake rigging of railway cars and more particularly to a regulator particularly adapted for association with the truck brake rig- 5 ging, altho it will of course be understood that many features of the invention are equally applicable to the cylinder levers of the foundation brake gear.

One of the main objects of the invention is of course to provide a simple and practical regulator for the brake rigging of railway cars which will take up the excess travel of the levers and maintain the same when at rest in predetermined relation to the wheels of the truck and with the shoes at a proper brake shoe clearance from the peripheries thereof.

A further object of the present invention is to provide a mechanism of the above general character which may be inexpensively manufactured, assembled and installed on brake rigging now in general use without material alterations.

A further object of the present invention is to provide a mechanism of the above general character which will be substantially foolproof in its operation and positively prevent accidental movement of the parts while the car is in motion to upset the predetermined brake shoe clearance or the gradually taking up of this distance as has happened with certain structures in the prior art due to the vibration of the carwhen in motion.

A further object of the present invention is to provide an easily and manually operated regulator particularly adapted for mounting upon the car body and connected with the dead lever of the truck brake rigging.

Other objects will be in part obvious from the annexed drawing and in part hereinafter indicated in connection'therewith by the following analysis of this invention.

This invention accordingly consists in the features of construction, combination of parts and in the unique relation of the members and in the relative proportioning and disposition thereof,

all as more completely outlined herein.

To enable others skilled in the art to fully comprehend the underlying features thereof that they may embody the same by the numerous modifications in structure and relation contemplated by this invention, drawing depicting several forms of the invention has been annexed as part of this disclosure, and in such drawing, like characters of reference denote corresponding parts throughout all of the views, of which Fig. l is an elevational view showing the regulator in section and such parts of the brake rigging and truck as is necessary to understand the application of the invention;

Fig. 2 is an end elevational view of the regu lator;

Fig. 3 is a similar view showing a modified construction but partly in section;

Fig. 4 is an elevational view showing disas+ sembled the adjacent faces of two normally contacting parts and the holding pawl; and

Figs. 5 and 6 are elevational views, partly in section, showing two other modifications.

Referring now to the drawing in detail and more particularly to Fig. 1, 10 indicates the truck bolster having a stop 11 at one side thereof adapted to engage the upper end of a live lever 12, thereby to limit the regulating movement and confine it to the truck with which the regulator is associated. The lower part of this lever 12 is connected by means of a rod 13 with the lower 7 end of a dead lever 14. Both levers are, of course, provided with brake beams 15' carrying shoes for engagement with the peripheries of the brake wheels (not shown). The upper end of the dead lever 14 is connected in any desired manner, to include a flexible connection such as chain 16 with the regulating device shown in section at the left.

This regulating device, which will now be described in detail, comprises a housing or support 86 17 secured in any desired manner as by means of rivets 18 to draft sill 20 on the under side of the car body. The housing is of general inverted U-shape in cross section, Fig. 2, and one side is slightly offset at 21 to provide bearings for a pivot pin 22. This pin carries a ratchet wheel 23 and a drum 24 upon or about which the chain 16 is adapted to be wound as the drum is rotated. This chain as herein shown is secured as by means of shackle bolt 25 directly to the drum, altho it is of course to be understood that, if desired, a block chain and drum could be used with the parts reversed, that is, the chain passing over the drum as in Fig. 6 hereinafter described.

The ratchet wheel 23 is adapted to be engaged and held against normal rotation by means of a pawl 26 which is provided with guide means such as two pins 27 near its ends adapted to travel in slots 28 in the opposite sides of the housing 1'7. Each slot is of a width only slightly greater than l05 the diameter of the pins 2'7, whereby when in the position shown in full lines in Fig. 1, the point of the pawl will be held in positive engagement with the ratchet teeth and cannot possibly be removed from such engagement until after the 11 pawl has moved to the dotted line position, where one of the pins 27 is permitted to move up into an enlargement of the slot. Inasmuch as there is a constant tension exerted on the chain 16 by reason of the gravity and load action on the dead lever 14, for example, this ratchet will be maintained in the position shown until positively moved out of such position by the regulating action.

In operation of this device, when it is desired to take up excess travel of the brake shoes or restore the same to proper and predetermined brake shoe clearance, the ratchet wheel 23 is rotatedin a clockwise direction, Fig. 1, which movement carries the pawl from the full to the dotted line position or throughout the length of the slot 28. This slot, it is of course to be understood, is proportional to total brake shoe clearance of the truck with which the regulator is associated, and this insures such clearance. If any excess travel exists, then one or more teeth are taken up by the pawl and ratchet mechanism and on release of the ratchet, the parts return to normal position positively urging the pawl back to its full line position.

It will be also understood that this regulating movement is limited or confined to the regulation of the truck brake rigging with which it is associated by means of the stop 11. In other words, the pull upon the chain 16 brings the shoes into engagement with the peripheries of the wheels and urges the upper part of the live lever 12 back into engagement with this stop 11, thereby presenting a disturbance of the angularity or position of any of the other levers of the car.

In Figs. 3 and 4, there is shown substantially the same general arrangement of parts except that a hand wheel 311:: provided for ease of operation in preference to grasping the teeth of the ratchet wheel. This hand wheel 81 has a lost motion connection with the ratchet wheel and the pawl 29 which is spring actuated has a fixed position with respect to the housing 17 except for the pivot about which it turns. The lost motion between the driving and driven parts is provided for by means of an arcuate slot 32 in one, the ratchet wheel, and 0. lug 33 on the adjacent face of the other, the hand wheel or dngn as herein shown, cooperating with said alo In other words, the hand wheel is rotated during the regulating movement thereby to carry the lug 33 along this arcuate slot-32 without movement of the ratchet a distance proportional to total brake shoe clearance. When itreaches the end of the slot, then the ratchet wheel is turned one or more teeth past the-spring held pawl 29 until the dead lever 12 cooperates with its arresting means. The operation of this device is otherwise the same as that above described.

In Fig. 5, there is shown a modification which in working parts may be the same as shown in either Figs. 1 and 3, but here the chain 16 is connected by means of shackle 34 with one of the cylinder levers 35, preferably the dead or floating lever, and all of the working parts are supported ina suitable housing on frame work 36 directly secured as by means ofbolts 3'7 with therear end of air brake cylinder 38 or other fixed support.

If desired, a handle 40 may be mounted upon the pivot pin 22 for conveniently rotating the ratchet, thereby to wind or turn thedrum 24 to take up the excess movement of the brake rigging. The lost motion may be provided for either by means of the pin and slot construction shown in Fig. 1 or the lug and the slot construction shown in Fig. 4. The operation of the device is otherwise the same.

In Fig. 6, the chain 16 passes over the block sheave 24, which is of the same style as shown in Figs. 1 and 2, and this sheave is adjacent a ratchet wheel 41 normally held against reverse movement by means of pawl 42 slidable along the lost motion slot 48. This slot 43 is equal to or proportional to total brake shoe clearance as is the slot 28 in Fig. 1. The pawl 42 is normally held in engagement with the ratchet wheel 41 by means of spring 45 engaging the nose of the dog. The end oi. the chain 16 is provided with a handle 44 whereby it is only necessary to pull on the chain 16 to actuate the regulator. When this is done, the pawl 42 is carried along the slot 43, and if excess travel exists, then one or more of the ratchet teeth are taken up. The handle or projection 46 permits the separation of the pawl from the ratchet when it is desired to restore the brake rigging to full release position.

From the above, it will be seen that the present invention provides a simple and practical regulator suitable for application to any part of the brake rigging and is so designed to be absolutely foolproof and maintain the parts in properly adjusted position at all times. It is unlikely to get out of order due to vibration of the car while in motion, and is otherwise highly eflicient and reliable in use and operation, and insures proper brake shoe clearance and piston travel at all times.

Without further analysis the foregoing will so fully revealthe gist of this invention that others can by applying current knowledge readily adapt it for various applications without omitting certain features that, from the standpoint of the prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention, and therefore such adaptations should and are intended to be comprehended within the meaning and range of equivalency of the following claims.

I claim:

1. In a regulator of the character described, in combination, a brake lever, a flexible member connected at one end with said lever and at its opposite end with the regulator, rotary take up mechanism associated with the regulator for permanently taking up excess travel of the brake lever,-means including a lost motion device permitting a return movement of the lever an amount proportional to brake shoe clearance, said lost motion device including a slot and a member mounted in said slot and held in positive engagement with the rotary take-up mechanism except at the end of the regulating movement.

2. In a regulator of the character described, in combination, a brake lever, a flexible member connected at one end with said lever and at its opposite end with the regulator, pawl and rotat able ratchet mechanism associated with the regulator for permanently taking up excess travel of the brake lever, and means including a lost motion device permitting a return movement of the lever an amount proportional to brake shoe clearance, said means including a pin and slot connection, the length of said slot determining the brake shoe clearance, said slot having a width substantially equal to the pin engaging the same throughout the major portion of its length but terminating in a wider portion whereby separation of the pawl and ratchet is positively prevented except at the end of the regulating movement.

3. In a regulator of the character described, in combination, a lever, a flexible member connected with said lever at one end and the regulator at its opposite end, a drum about which said flexible member is adapted to pass, a pawl and rotatable ratchet mechanism associated with said drum, 9. housing for the pawl and ratchet mechanism having a slot therein along which said pawl is adapted to move a distance proportional to brake shoe clearance in a direction opposite to the regulating movement when the regulator is released.

4. In a regulator of the character described, in combination, a lever, a flexible member connected with said lever at one end and the regulator at its opposite end, a drum about which said flexible member is adapted to pass, a pawl and rotatable ratchet mechanism associated with said drum, a housing for the pawl and ratchet mechanism having a slot therein along which said pawl is adapted to move a distance proportional to brake shoe clearance in a direction opposite to the regulating movement, said slot having an enlargement at one end permitting the pawl to move out of engagement with the ratchet whereby the ratchet may rotaterelatively to the pawl to take up excess travel.

5. In a regulator of the class described, in combination, a pawl and rotatable ratchet mechanism adapted to be connected to a flexible member associated with the brake rigging, and a housing for said pawl and ratchet mechanism having curved slots therein substantially concentric to the axis about which the ratchet turns and along which slots the pawl is adapted to slide a distance proportional to brake shoe clearance before taking up excess movement.

6. In a regulator of the class described, in combination, a pawl and rotatable ratchet mechanism adapted to be connected to a flexible member associated with the brake rigging, and a housing for said pawl and ratchet mechanism having curved slots therein substantially concentric to the axis about which the ratchet turns and along which slots the pawl is adapted to slide a distance proportional to brake shoe clearance, said slot having an enlargement at one end thereby to permit the pawl to move out of engagement with the ratchet only at the end or its regulating movement.

7. In a regulator of the character described, in combination, a rotatable ratchet, a drum associated therewith upon which a flexible member connected with the brake rigging is adapted to be wound, a pawl coacting with said ratchet and having a relative lost motion movement with respect thereto an amount substantially equal to brake shoe clearance and means for positively holding said pawl in locking engagement with said rotary ratchet except at the end of the regulating movement to prevent disengagement or said pawl and ratchet by shocks.

8. In a regulator or the class described, in combination, a rotatable ratchet, a drum associated therewith about which a flexible member is adapted to be wound; a bodily movable pawl coacting with said ratchet, and a slotted housing for saidpawl, the slots in said housing being of a length substantially proportional to brake shoe clearance and having an enlargement at one end for per mitting the pawl to move out of engagement with the ratchet whereby the ratchet may be turned relative to said pawl for taking up the excess travel.

9. In a regulator of the class described, in combination with a truck and truck levers, a flexible connection with one of the levers and said regulator, said regulator comprising a rotatable element having a lost motion device associated therewith, the lost motion device being substantially proportional to total brake shoe clearance, and means for preventing transmission of the regulating movement beyond the truck with which the regulator is associated.

10. In a regulator of the class described, in combination, truck brake levers, one of which has a flexible connection with the regulator, said regulator comprising a rotatable ratchet, a bodily movable pawl coacting with said ratchet and positively held in engagement therewith when in normal position of rest, and means whereby said pawl is permitted to move out of engagement with said ratchet at the limit of its bodily movement whereby any excess travel may be absorbed, and means for preventing the regulating movement being transmitted beyond the truck with which it is associated.

11. In a regulator of the class described, in combination, truck brake levers, a fixed part 01' the car frame upon which the regulator is mounted, a flexible connection between the regulator and one of the truck brake levers, said regulator comprising a rotatable drum about which the flexible connection is adapted to pass, a rotatable ratchet for driving said drum, a pawl coacting with said ratchet for preventing reverse movement thereof beyond certain limits a lost motion device associated with said regulator adapted to permit a return movement of the truck brake levers alter the regulator is actuated a distance proportional to brake shoe clearance and positively held means adapted to prevent a rotary movement of the ratchet in either direction because of shocks but permitting rotation of the ratchet when regulating movement is desired.

'12. In combination with the levers of the foundation brake gear of a railway vehicle, a manually actuated regulator, a member connecting said regulator with one or said levers, said regulator comprising a rotatable element upon which the flexible member is wound having a lost motion deviceassociated therewith, the lost motion device, being substantially proportional to total brake shoe clearance, a pawl and ratchet mechanism associated with the rotatable element in which the pawl is positively held in engagement with the ratchet when the parts are in normal position, and a hand operated member at one side of said rotary element for manually actuating the same.

13. In combination with the levers or the foundation brake gear of a railway vehicle, a manually actuated regulator including a rotatable element mounted upon a relatively fixed part of the vehicle, a connecting member between said rotatable element and one of the levers of the foundation brake gear, a lost motion device associated tion but normally to prevent movement thereof in the opposite direction said movable member being held in position to engage with the rotatable element with which it coacts. and a hand operated member at one side of said rotary element for manually actuating the same.

WILLIAM H. SAUVAGE. 

